Loading and transportation of merchandise



Oct- 27, 1935 A. F. PAGEL LOADING AND TRANSPORTATIONLOF MERCHANDISE Filed May 21, 1936 2 Sheets-Sheet l IIIIIIIIIIIIIIIIIIIIIIIIIII oct. 27, 1936. A, F. PAGEL 2,058,716

LOADING AND TRANSPORTATION OF MERCHANDISE Filed May 2l, 1936 2 Sheets-Sheet 2 @l im n Patented oct. 27,v 1936 t PATENT OFFICE LOADING AND TRANSPORTATION OF DIERCHANDISE Albert F. Pagel, Park Ridge, Ill., assigner to Signode Steel strapping Company, Chicago, Ill., a corporation of Delaware Application Mayl, 1936, Serial N0.180,`992

9 Claims.

My invention relates to the loading and transportation of merchandise.

It is particularly applicable to merchandise which is packaged in horizontal layers and will be illustrated and explained inconnection with the loading and transportation, on the iioor of railway cars, of sheet material such as tin plate. for which it has been found particularly advantageous.

10 The so-'called shifting load method of transporting merchandise is an accomplished fact. 'In general, it has given satisfactory results for several years. the "controlled shifting load method, examples l5 of which are set forth in Ricketts and Moon Patent No.' 1,988,513; January 22, 1935, and Scales Patent No. 1,920,917; Augustv 1, 1933, has been found to bea decided improvement in connection with some types of merchandise and under some conditions.

The shifting load method contemplates the binding of the merchandise into groups or units which, instead of being fixed relative to the vehicle, are permitted to shift freely except for the retarding effect of inertia and friction be" troublesome handling and transportation prob' lems.` Some of these problems have been satisfactorily solved by the shifting load and con- 40 trolled shifting load methods. One problem, however, has not heretofore been solved with the degree of satisfaction desired, viz., the internal shifting between sheets constituting a pile or stack which, singly or in bound-together groups, may constitute a load unit. Such internal shifting usually manifests itself in the longitudinal (i. e., lengthwise of car) tilting or skewing of the sheet stacks or piles. occurs between sheets of a pile or stack of, for ,30 example, tin plate, the sheets may be scratched and damaged or completely ruined by interposed particles of dust, etc. And even when there is no foreign matter between the sheets the mere rubbing of the sheets one upon another causes 55 the thin layer of tin to lbe Worn thinner or en- What is termed quite generallyA during transit.

When movement tirely through, exposing the underlying base metal or black iron, usually in small spots commonly termed black specks and thereby rendering the sheets unsightly, unsatisfactory for use in food containers, and otherwise of inferior 5 quality. 'Iin plate is graded for acceptability by the number of black specks per unit area and it is consequently highly desirable both to the purchaser and to the consumer that such black specking`be kept to a minimum. Even with the vl0 most improved methods heretofore available, the loss from black specks, resulting from lowergrade classification or utter unfltness for the contemplated use, has been many thousands of dollars per year. l5

Oneof the objects of my invention is to provide an improved method and means for facilitating f the loading and safe transport of merchandise,- especially merchandise of the smooth sheet variety. such as tin plate. 20 Another object is to provide a method of pre- Y paring load units for shipment, particularly in railway cars, so as to reduce the amount of internal shifting in stacks or piles of sheet material, such as tin plate. 25 Another object is to reduce the tilting of the stacked sheet material (particularly tin plate) Another object is to provide an improved load unit particularly adaptable for the shipment lof stacked sheet material by shifting load methods.

Other objects and `advantages will hereinafter appeal'- A typical example of the application of my inlvention to the shipment of tin plate in piles or stacks is illustrated in the accompanying drawings, wherein:

Fig. 1 is a perspective viewy of one end of a box car containing a load unit of tin plate stacks or packages arranged therein according to the pre- 40 ferred embodiment of my invention;

Fig. 2 is a slightly enlarged section on the line 2 2 of Fig. 1';

Fig. 3 is a. perspective of the interior of one end of a-box car during an initial stage in the preparation of a load unit in accordance with my invention;

Fig. 4 is a perspective of a typical package of tin plate such as may constitute a sub-unit of a load prepared in accordance with my invention, and

Fig. 5 is a vertical longitudinal cross-section of a portion of a load unit embodying a slight modification.

Referring rst to Fig. 4 which shows a typical 55 balldS.

package or load sub-unit, the sheets IIJ, such as tin plate, are stacked or piled ilatwise upon asupport or, as it is usually termed, a skid Il.n This skid consistsof a plurality of runners I2 and a platform I3 mounted upon and secured to the runners by suitable means, such as nails or screws. Preferably both platform and runners are made of wood. The sheet stack, .which may be built up to the desired height, and the skid are tightly bound together by flexible metallic binders I 4 which are looped about the 'stack and skid-preferably parallel to the skid runnersthen tensioned to the requisite degree and finally made into permanent package-encircling loops by securing together, with a suitable seal-joint I5,

the overlappingends of each binder loop. Experience has shown that, for example, tin plate sheets of a size about 20" x 28" piled to a height of approximately 14", can be satisfactorily bound to a skid by two A," x .020 cold rolled steel A package thus formed has an overall height of about 18 and a weight of about 2200 pounds. If desired, the corners and ends of the stack may be protected by pads IG of thin sheet metal, fiber, fabric or heavy paper; or, if desired, the stack of sheets may be entirely encased in an envelope or covering of paper, cardboard or other suitable material. v Referring now to Figs. 1 and 2, thetypical load unit selected to illustrate the explanation of my invention consists of eighteen packages or sub-units arranged in three longitudinal rows of six'packages or sub-units per row. In additionto the group of I packages or sub-units, each load unit consists of a bulkhead 2D, located at the end remote from the car doorway, and a` braced end gate 2l located at the opposite or `doorway end of the unit.

Bulkhead 20 may be constructed inthe usual manner and of any appropriate material. I prefer, however, to fabricateit from two parallel spaced `horizontal transverse buttresses y22 of about 2" x 6 lumber cut to a length slightly greater than the transverse dimension or Width` of the unit, and a number of upright spacing and reinforcing cleats 23 of about 1" x 6" lumber; Some of these cleats may be cut to a length sul stantially equal to the height of the sheet stack plus the thickness of the skid platform, while others should be long enough to act as legs when they stand on the car floor to support the bulkhead. These horizontal buttresses and uprightv cleats may, preferably withI the cleats on the inside next to the Stack, be secured together, by nails orother appropriate fasteners, to make a unitary bulkhead adapted to abut the end of the load unit remote from the car door.

The braced end gate at the-opposite or doorway end of the unit includes abulkhead composed of horizontal spaced buttresses l25 and up-A right cleats 26essentially of the same construction as those constituting the bulkhead at the opposite end zof the unit. j The bulkhead is supbottom member 21, a horizontal Chold 91' PreS- sure member 29 which lies flatwise upon the projecting portion of bottom member 21 and extends from the outer side of upright 2B to the end -of bottom member 21, and a diagonal brace 30 which extends from the upper end of upright (28 to the outer end of chord or pressure member 29. Such a construction is preferred because it can be fabricated from sizes of. lumber available to most shippers. Preferably the ends of diagonal'brace 30 are formed, vsuch as by beveling them, so as to abut, throughout the cross-section, against pressure or chord member 29 and upright 28 respectively. lSuch brackets may be made of wood or other suitable material appropriately secured together, by screws, nails or other. appropriate fasteners, so that it can be handled as a unit'. When thus assembled the upright 28 servesI as an abutment for the adjacent bulkhead, the chord or pressure member 23 and diagonal brace 3U-serve as abutments to reinforce the upright against displacement and the diagonal brace together with the tensioned "binder hereinafter described act to prevent theI upright-and consequently also the bulkheadfromv hinging or tiltingin either direction about -the lower eifd relative to the bottom member.

And when the inwardly projecting end of the bracket bottom member 21 fitsrather closely into the space between the skid platform and the car floor it is reinforced or braced against tilting by the heavy package thereabove and thecar floor therebelow. I have found that such brackets fabricated from 2 x 6"A lumber cut to proper length and. shaped and nailed together produce i Y I the load they are passed not only about the group of packages and bulkhead 2D, but also along bottom members 21 and diagonal braces-30 of the end gate brackets so that when they are tensioned they clamp the uprlghts of the brackets tightly against the front end bulkhead. Preferably the forward end of each bottom member 21 is beveled, as at 38, which, together with the exposed end of chord member 29, affordsl the effect of .a rounded corner for. the passage of the binder. A somewhat similar rounded effect is provided by the upper end of the diagonalbrace abutting at an angle the top of the bracket upright. Such rounded corner effects are of advantage because they help to insure a more uniform dlstribution of the binder tension, which is usually applied by' a suitable tool in the top horizontal reach and otherwise might be unduly concentrated there. A protector Ystrip 39, of rather light gage sheet metal, may be bent around the forward lower corner f each bracket below the binder, to further facilitate the distribution of the binder tension and to serve as a protection when the unit shifts in the car during transit.

The intermediate longitudinal binder 36 is merelyi I looped and tensioned about the group of packages and the two end bulkheads and then made' permanent by joining its overlapping ends in any approved manner.

As described, the tensioned binder passes under and around the outer end of bottom member 21, the adjacent outer end of the pressure member 23 and the lower end of brace 30, then along brace and over the upper end thereof, thereby preventing longitudinal movement of these three The car floor beneath and the load unit above prevent anything but longitudinal movements in bottom member 21. Thus any pressure of the load .unit against any portion of upright 28 causes a direct force against the binder where it passes about the braced end gate and, by means of the binder, an exactly similar force is applied to the lower portion of the opposite end of the load unit through the end bulk head 20. The top of the bundle is thereby prevented from shifting to the left as viewed in Figure 2, relative to the lower edge of the unit. Similarly any outward force against the upper portion of bulk head 20 (such as would occur if the load constituents or sheets in the upper region of a package try to shift or move to the right relative to lower sheets therein) results in a direct pull on the binder over the top of the unit and thereby against the outer ends of brace 30 and pressure member 29 and is thus translated into exactly similar force vagainst the opposite end of the unit through upright 28. In other words, both bulk heads are maintained tightly against the ends of the load unit and, inthe specic embodiment illustrated in the drawings, substantially perpendicular to the car floor regardless how much the unit as a whole may shift during transit. T hus the upper portion of each sub-unit or package is prevented from shifting relative to the lower portion thereof, either to the rightor to the left as shown in Figure 2, by the action of the tensionedbinder and the braced end gate and internal shifting or tilting is effectively prevented.

If desired-and I have found it to be of some advantage in connection with tin plate shipments-side or longitudinal bulkheads 40 and 4| may be used along the sides of a load unit. These longitudinal bulkheads, which can be constructed in the same manner and of the same material as the end bulkheads heretofore described, are held in place by flexible metallic tensioned cross binders 42. Preferably these cross binders, in the reaches below the load unit, should lie above the lower floor-contacting surfaces of the longitudinal binders and this end may be readily attained by locating the cross binders so that they lie in the spaces between the ends of the skid runners of longitudinally adjacent packages or sub-units, as most clearly shown in Fig. 2, Preferably, also, the side bulkheads should be provided with an upright cleat where the load unit is encircled by a cross binder.

I have found that longitudinal binders of 2 x .050" cold rolled steel strap and cross binders of 1%" x .035" cold rolled steel strap give satisfactory results with units of the size and character heretofore described.

In preparing the end of a car for the reception of a load unit, the longitudinal binders 35, 36 and 3l, preferably cut to a length somewhat in excess of that required completely to encircle longitudinally the assembled load unit, are first laid longitudinally along .the car floor in the space to be occupied by the load unit, as shown in Fig. 3. The length of the binders necessary to complete the loop about the load unit may be temporarily coiled and attached to the end wall of the car by staples or other means. If load-shift controlling means such as set forth in the heretofore mentioned Ricketts and Moon patent' or the Scales patent are to be used, they should be applied as explained in those patents before the load is completely assembled. Next, the cross binders 42, preferably cut to a. length somewhat in excess of that required completely to encircle vtransversely the assembled load unit, are draped transversely across the floor of the car and overlying the longitudinal binders. The length of each cross binder necessary to complete the loop about the load unit may likewise be temporarily coiled and attached to the side Wall of the car by staples 45 or other means.

After the space a load unit is to occupy in the car has been thus prepared-commonly called draped-the bulkhead 20 is placed in the far end ofthe car. For convenience it may be stood against the end wall of the car. Then the desired number of packages or sub-units are placed in the car-or, if desired, assembled in the carover the horizontal reaches of the longitudinal and cross-binders which lie on the floor and with their skid runners arranged longitudinally of the car floor. In Fig. 3 five of the eighteen packages or sub-units are shown in place. When the requisite number of packages to complete the group or load unit have been placed, the end gate 2| is positioned against the car door end of the group. This is conveniently accomplished by first inserting `between the skid platform and the car floor the inner ends of the bottom members of the requisite number of brackets and sliding them under the packages until the bracket uprights are quite close to the ends of the packages,-c1ose` enough merely to leave clearance for the bulkheads to be slid down between the uprights and the ends ofthe packages. Then the ends of each longitudinal binder are brought together at the top of the l`o`ad unit, the binder loop is tensioned by a suitable tool, and finally the ends of the loop are joined to make the loop permanent. Those longitudinal binders which align with end gate brackets are trained along the bottom members and diagonal braces thereof as hereinabove explained, before they are tensioned. The tensioning of the longitudinal binders causes the two end bulkheads to be'drawn toward each other. And, since the bulkhead at the braced end gate is prevented from tilting by the bracket bottom member (which, in e'ect, telescopes under the load), and the diagonal brace tensioned binder, the load unit is tightly clamped between them-and the load sub-units are bound together-about as thoughthe bulkheads were the vertically parallel jaws of a visa-a, vise that forms a part of and moves with the load as it shifts under the jolts and jars of transit.

In other words, lthe tensioned binder at the braced end of the load, acting at the apex of an angle the base of which is the vertical bulk head, v

not only serves to bind the load constituents together but, particularly through the pressure member, and brace, exerts an inwardly directed thrust against the vertical bulk head in both its upper and lower regions; and, through 'the'additional action ofthe bottom member, the load cannot tilt in either direction without stretching and enlarging the tensioned binder loop which, of course, should be made strong enough eiTectively to resist the load tilting forces encountered under ordinary conditions oftransportation. In order more tightly to bind together the constituents of a load unit, it is usually the better practice to ten.

sion simultaneously two binders on opposite sides of the center of the unit.

After the longitudinal binders have been thus `the cross-binders are similarly looped, tensioned,

and madeA permanent about the unit.

Fig. 5 shows a.v slight modification in the construction of the bottom member of the end gate bracket ,-a modification which may be used when the depth or height of the package skid runners is greater than the standard depth or height desired for the bracket bottom member. Thus, for example, if the standard bracket bottom member 21' is made from 2" x 6 lumber disposed fia-twise relative to the car floor and the skid runners I2 are also made of 2" x 6 lumber disposed degewlse relative to the car floor, there would be a space of four inches between the top of the bottom member andthe under surface of the skid-plat form. 'Ihis gap might be objectionable because it would afford the bracket bottom member some opportunity to tilt-perhaps,excessivelysince it would not be immediately reinforced and braced vertically on opposite sides by the heavy package and the car floor. This possible diiculty can be overcome by attaching a, suitably dimensioned filler piece 50 to the top of the inwardly projecting portion of the bracket bottom member 21'. While I have illustrated and explained my invention as employed in the preparation of load units consisting of a group or assemblage of packages or sub-units which themselves are assemblages of still smaller sub-divisions, it will be readily understood that it may be equally applica ble where each sub-unit is anl individual merchandise element. For example, the sheet material may be of such large dimensions that a single stack or pile is suflicient to constitute a load unit. Under such conditions it may be advantageous-even necessaryto do all of the assembling in the car and to locate the end bulkheads and braced end gate directlyl against opposite edges of the sheets constituting the stack, and themselves constituting the sub-units. Likewise, although I-have illustrated and described the use lof binders of only the flat strap variety, it will l be readily understood thatbinde'rs of round wire and other cross-sectional shapes may be employed. Sometimes it maybe advisable to employ braced end gates at both ends of the load unit, instead of only at one end, in which event the brackets at the end remote from the car door, which brackets may be identical with the one heretofore described, should usually be set in position before any of the load is placed although, of course, after the space has been draped with the ,longitudinal and cross-binders.

In addition to the decided reduction inif not the practical elimination of, the rubbing together of the sheets, the prevention of the shifting of the sheets' within a stack or pile results in lother advantages. For example, if the stacks are enclosed or` enveloped in cardboard or other fragile vprotective wrappings, the prevention .of internal shifting keeps the sheets from puncturing the wrappings. Shift reduction also protects the edges of the sheets against injury. .And where sheets are fed from stacks by automatic machinery, as is often the case in the manufacture of 'tin cans, it is very important that the edges of the sheets constituting the stack align, i. e that the stacks be straight, in order that the automatic feed may function properly.

Having thus illustrated and*` described the nature and a typical embodiment of my invention, what I claim and desire to secure by United States Letters Patent isas follows:

l. A load unit for transport in a. vehicle in shiftable relation thereto, comprising a plurality of supporting runners adapted to rest on the vehicle floor; a stack of sheet material piled flatwise upon the runners; an end gate abutting Ione end of thesheet stack, said end gate comprising a bottom member lying partly beneath the sheet 'may shift bodily relative to the vehicle.

2. A load unit for transport in a vehicle in shiftable relation thereto, comprising a plurality of packages, each package comprising a plurality of supporting runnersfor resting on the vehicle floor, a stack of sheet material piled flatwise upon the runners, and a flexible member looped and tensioned about the stack to hold the sheets together; an end gate abutting one end of the group of packages, said end gate comprising a bottom member lying partly beneath one of the end packages of the group and projecting beyond an edge thereof, a vertical membercarried .by the bottom member and abutting the end packages at one end of the group, and a diagonal brace extending between the bottom and vertical members of the gate; and a flexible binder looped and tensioned about the group of packages and the end gate tightly tobind the packages and end gate into a unit Which may shift bodily relative to f by the bottom member and abutting an end of the stack, and a diagonal brace extending between the projecting portion of the bottom member and the bulkhead; and a flexible binder looped and tensioned about the stack and the end gate tightly to bind the stack and end gat into a unit which may shift bodily relative to the vehicle.

4. A load unit for transport in a vehicle in shiftable relation thereto, comprising a stack of sheet material piled flatwise; an end gate, said end gate comprising a bottom member lying partly beneath the stack and projecting beyond one edge thereof, a vertical bulkhead supported by the bottom member and abutting an end of the stack, a diagonal brace extending between Vthe projecting portion of the bottom member and the bulkhead, anda chord member lying along the bottom member between the lower end of the diagonal brace and the bulkhead; and a flexible binder looped and tensioned about the stack and the end gate tightly to bind the stack and end gate into a unit which may shift bodily relative to the vehicle.

5. A load unit for transport in a vehicle in shiftable relation thereto, comprising a stack of sheet material piled flatwise; an end gate, said end gate comprising a bottom member lying partly beneath the stack and projecting beyond one edge thereof, a vertical bulkhead supported by the bottom member and abutting an endof the stack, and a diagonal brace extending between the projecting portion of the bottom member and the bulkhead; 'and a flexible binder looped and tensioned about the stack and the end gate along the -5 stack and projecting beyond an edge thereof, a

' ly to bind the stack and end gate into a unit shiftable relation thereto, comprising a plurality end gate comprising a horizontal portion which 5 of supporting runners resting on the car oor; a lies partly beneath and partly beyond an edge of stack of flat metal sheets piled flatwise upon the the group of objects, a vertical portion which lies runners; an end gate atone end of the sheet stack, r along and against one end of the group, and a said end gate comprising a bottom member lying portion which bridges between the horizontal and beneath the sheet stack parallel to the runners vertical portions; and aiiexible binder looped and l0 and projecting beyond one edge of the stack, a tensioned about the group of objects and the end vertical bulkhead supported by the projecting end gate tightly binding the group and gate into a unit of the bottom member and abutting an end of which may shift as an entirety upon the car floor. the sheet stack, and a brace extending between' 9. An end gate for use in the transport of merthe projecting portion of the bottom member and chandise load units on the floor of a railway car 15 the bulkhead; and a ilexible metallic binder in shiftable relation thereto comprising, a bottom looped and tensicned about the sheet stack and member having an inner end portion for insertion the bulkhead along the bottom member and the under the load unit between the load unit and v brace thereof to bind the stack and bulkhead tothe Vehicle floor and an outer end portion which gether as a unit shiftable asvan entirety'on the will project beyond the edge of the load unit when 20 'car floor. the inner end thereof is so positioned, an upright v '7. A load unit for transport in a railway car in carried by the bottom member intermediate its shiftable relation to the oor thereof comprising, ends and for abuttingl an end of a load unit lying a' group of objects supported by parallel runners above the inner portion of the bottom member, a adapted to rest and slide upon the .car iioor; an pressure member lying upon the projecting outer 25 end gate at one end of the group of packages, said end portion of the bottom member and at one end end gate comprisingabottom member lying partly abutting against Vthe lower end of the upright beneath the group of packages parallel to the runand at the other end coming substantially flush ners and projecting beyond one end ofthe group, with the outer end of the projecting portion of a vertical bulk head supported by the bottom the bottom member, and a brace extending be- 30 member intermediate its ends and abutting one -tween the upper-region of the upright and-the end of the group of objects, and a brace extending outer end of the pressure member, -said brace and between the projecting portion of the bottom pressure member comprising means whereby the member and the bulk head; and a exible metallic tension of a flexible binder bearing against the binder looped and'tensioned about the group of adjacent outer ends thereof may exert a thrust 35' objects and the end gate tightly binding the group against both the upper and lower portions of the and gate into a unit which may shift as an entirety upright. upon the car floor.` ALBERT E. PAGEL.

8. A load unit for transport in a railway car CERTIFICATE OF CORRECTION.

Patent No.4 2,Q58,7l6-. October 27,

column, yline' 50, after the word "brace" conform to the record of the case in the which may shift bodily relative tothe vehicle.

-6. A load unit for transport in a railway car in in shiftable relation to the oor thereof comprising, a group of objects 'supported by parallel runners adapted to rest and slide upon the carfloor; an end gate at one end of the group of objects, said ALBERT r. PAGELQ It s hereby certified that error appears i-n the printed specification of the above Jvnumbered patent requiring correction as follows: Page 3 second insert and; and that the said Letters Patent should be read with this correction there-in that the same may Patent Office.

, 1 Signed and sealed this 17th day of'November, A. D. 1956.

Henry Van Arsdale Acting Commissioner of Patents.

' ly to bind the stack and end gate into a unit shiftable relation thereto, comprising a plurality end gate comprising a horizontal portion which 5 of supporting runners resting on the car oor; a lies partly beneath and partly beyond an edge of stack of flat metal sheets piled flatwise upon the the group of objects, a vertical portion which lies runners; an end gate atone end of the sheet stack, r along and against one end of the group, and a said end gate comprising a bottom member lying portion which bridges between the horizontal and beneath the sheet stack parallel to the runners vertical portions; and aiiexible binder looped and l0 and projecting beyond one edge of the stack, a tensioned about the group of objects and the end vertical bulkhead supported by the projecting end gate tightly binding the group and gate into a unit of the bottom member and abutting an end of which may shift as an entirety upon the car floor. the sheet stack, and a brace extending between' 9. An end gate for use in the transport of merthe projecting portion of the bottom member and chandise load units on the floor of a railway car 15 the bulkhead; and a ilexible metallic binder in shiftable relation thereto comprising, a bottom looped and tensicned about the sheet stack and member having an inner end portion for insertion the bulkhead along the bottom member and the under the load unit between the load unit and v brace thereof to bind the stack and bulkhead tothe Vehicle floor and an outer end portion which gether as a unit shiftable asvan entirety'on the will project beyond the edge of the load unit when 20 'car floor. the inner end thereof is so positioned, an upright v '7. A load unit for transport in a railway car in carried by the bottom member intermediate its shiftable relation to the oor thereof comprising, ends and for abuttingl an end of a load unit lying a' group of objects supported by parallel runners above the inner portion of the bottom member, a adapted to rest and slide upon the .car iioor; an pressure member lying upon the projecting outer 25 end gate at one end of the group of packages, said end portion of the bottom member and at one end end gate comprisingabottom member lying partly abutting against Vthe lower end of the upright beneath the group of packages parallel to the runand at the other end coming substantially flush ners and projecting beyond one end ofthe group, with the outer end of the projecting portion of a vertical bulk head supported by the bottom the bottom member, and a brace extending be- 30 member intermediate its ends and abutting one -tween the upper-region of the upright and-the end of the group of objects, and a brace extending outer end of the pressure member, -said brace and between the projecting portion of the bottom pressure member comprising means whereby the member and the bulk head; and a exible metallic tension of a flexible binder bearing against the binder looped and'tensioned about the group of adjacent outer ends thereof may exert a thrust 35' objects and the end gate tightly binding the group against both the upper and lower portions of the and gate into a unit which may shift as an entirety upright. upon the car floor.` ALBERT E. PAGEL.

8. A load unit for transport in a railway car CERTIFICATE OF CORRECTION.

Patent No.4 2,Q58,7l6-. October 27,

column, yline' 50, after the word "brace" conform to the record of the case in the which may shift bodily relative tothe vehicle.

-6. A load unit for transport in a railway car in in shiftable relation to the oor thereof comprising, a group of objects 'supported by parallel runners adapted to rest and slide upon the carfloor; an end gate at one end of the group of objects, said ALBERT r. PAGELQ It s hereby certified that error appears i-n the printed specification of the above Jvnumbered patent requiring correction as follows: Page 3 second insert and; and that the said Letters Patent should be read with this correction there-in that the same may Patent Office.

, 1 Signed and sealed this 17th day of'November, A. D. 1956.

Henry Van Arsdale Acting Commissioner of Patents. 

